Electrical apparatus



Feb. 23, 1943. R P, LANSING ELECTRICAL APPARATUS original Filed Nov. 4, 1930 2 Sheets-Sheet l Afm #MILS w- Feb. 23, 1943. R. P. LANSING l ELECTRICAL APPARATUS Original Filed Nov. 4, 1930 2 Sheets-Sheet 2 INVENTOR. FaymdPLa/zzszrzy.

BY 7' f Patented Feb. 23, 1943 ELECTRICAL APPARATUS Raymond P. Lansing, Montclair, N. J., assigner,

by mesne assignments, to Bendix Aviation Corporation, South Bend, Ind., a corporation of Delaware Original application November 4, 1930, Serial N o. 493,397. Divided and this application February 27, 1940, Serial No. 321,142

1 Claim.

This invention relates to electrical apparatus, and more particularly to circuits including electromagnetic elements.

An object of the invention is to provide a novel control of the operation of electromagnetic circuits and parts associated therewith.

in conjunction with any particular machine which may be subjected to its control.

An object of the invention is to provide a novel compound electromagnet or solenoid and novel means for selectively energizing the component parts thereof.

Another object of the invention is to provide a multiple coil electromagnet and novel control means therefor, whereby one of said coils will be de-energized before the other can be energized.

Another object of the invention is to provide a system including a plurality of electromagnets and novel control means therefor, whereby the energization thereof may be produced in accordance with a predetermined sequential relationship.

Another object is to produce apparatus of the foregoing character which is of relatively simple construction, readily accessible, and positive in its operation.

Other objects and advantages to be derived from the use of the invention disclosed will become evident on an inspection of the following description when made with reference to the accompanying drawingsillustrating one embodiment of the invention. It is to be expressly .understood however that said drawingsare for the purpose of illustration only and are not to be construed as a definition of the limits of the invention, reference being had to the appended claim for this purpose.

In the drawings,

Fig. 1 is a view in elevation, with parts sectioned, of an apparatus embodying the invention;

Fig. 2 is a plan view of certain parts shown in Fig. 1;

Fig. 3 is a longitudinal sectional view of a portion of the switch assembly of Fig. l, but on a somewhat larger scale; and

Fig. 4 is an end view of portions shown in Fig. 1.

Referring now to the drawings, wherein like reference numerals indicate like parts throughout the several views, and more particularly to Fig. 1, an engine starting mechanism to which the invention is applicable may comprise a casing embodying an inner end section 2, secured as by means of screws 3 to the crank case 4 of the engine, an intermediate section 5 secured to section 2 by screws 6, and an outer end section 'I secured to the intermediate section 5 by means of bolts 8. An end plate or diaphragm Si, preferably integral with the intermediate casing section 5, carries means for supporting a ny- Wheel I2 of relatively small size and light weight, and adapted for high speed rotation so as to .store energy therein for cranking the engine The energy stored in the rapidly rotating flywheel is transmitted to the engine to be started through a suitable train of reduction gearing, comprising, in the form shown, a stub shaft I3 extending through the hub of the flywheel I2 and rotatable therewith. A small pinion I6 formed on the inner end of the stub shaft I3 meshes with a relatively large pinion Il formed on the periphery of a bell-shaped member I8, the latter being rotatably mounted on a tubular portion 2| of the transverse plate 9. A small pinion 22 formed o'n the inner end of the member I8 meshes with a relatively large internal gear 23 which is rotatably mounted by means of a hub portion 24 ron a short hollow shaft 25 which extends outwardly from the closed end of a cylindrical member or barrel 25. A pinion 21 formed on the hub portion 24 constitutes a sun gear which meshes with a plurality of planetary gears, preferably three in number, one of which is shown in section at 29, and said planetary gears in turn mesh with a ring gear 29 secured to the casing by screws 30. The planetary gears 28 are preferably mounted on the closed end of the barrel 25 by means of ball bearings 3l having centering sleeves 32 that extend into recesses in the closed end of the barrel 26 and are held in place by screws 33 and a retaining ring 34.

Rotation of the flywheel I2 is transmitted by the train of gearing above described to the barrel 26 and causes rotation of the latter. Rotation of the barrel 26 is in turn transmitted through a yieldable driving connection to a jaw 36 that is adapted to be displaced axially to engage a corresponding jaw 31 secured to shaft 38 of the engine to be started. In the form shown, the yieldable driving connection is constituted by a friction clutch 29 of the multiple disc type which 'is positioned within the rotatable barrel 26. A plurality of the clutch discs, which are annular in form, are splined at their outer peripheries to the inner surface of barrel l 26, and the remaining clutch discs are splinded at their inner peripheries to the outer surface of an interiorly threaded nut 46. The clutch discs are held between the closed end of barrel 26 and a ange 4I formedon the nut 40.

Suitable yielding means are provided for maintaining the clutch discs in frictional engagement with one another, which means is preferably adjustable whereby the amount of by suitable means upon the member 1l; the

member 16 containing two coils 12 and 13 with which are associated a pair of magnetizable cores 15 and 16 and a plunger rod 14 secured ,to the core piece 15 by suitable means as indi- :cated at 16 so as to be movable toward the torque transmitted by the clutch may be varied, For this purpose a plurality of coil springs 42 A- bear against the flange 4l, the springs being held in position by means of pins 43 carried by a spacer ring 44. The tension of the springs may be adjusted by means of an adjusting nut 45 threaded in the barrel 26.

A threaded shaft 46 is positioned within the interiorly threaded nut 40 and is adapted for relative rotary and longitudinal movement therein. The outer end of the shaft 46 carries a stop nut 41 adapted to engage an interior shoulder on the nut 40 to limit the longitudinal movement of the shaft, and a portion of the shaft adjacent its inner end is provided with longitudinal splines which engage corresponding splines formed on the interior of a hub portion 48 formed integrally with the jaw 36. A light coil spring 49 is interposed between the shaft 46 and the jaw 36, the outer extremity of said spring being preferably seated in a recess formed in the shaft.

The novel means employed for axially displacing the jaw 36 to engage jaw 31 comprises, in the form shown, a rod 5U passing centrally through the hub 25, barrel 26, shaft 45 and jaw 36, and is provided intermediate its ends with a shoulder 5I engaging the outer end of the shaft 46 and on its inner end with a nut 52. The rod 5D is adapted to be displaced by novel mech'- anism extending externally of the starter casing, such mechanism constituting an important part of the present invention to be described more fully hereinafter.

It is desirable to provide means whereby the engine may be cranked and started by hand, and in the present instance said means embodies a hand cranking shaft disposed substantially at right angles to the longitudinal axis of the starter and drivably connected with the reduction gearing near its low speed end by the provision of a suitable gear (not shown) adapted to mesh with bevel gear 53 mounted on the end of shaft 25; the actuating gear being carried in the usual manner by the casing 5, on a cranking shaft projecting outwardly from the starter casing and provided with a suitable hand crank whereby the bevel gear 53 may be rotated to drive barrel 26 through the train of gearing above described.

The means for cranking and accelerating the flywheel I2 by power, in the embodiment shown, comprises the usual electric motor mounted in section 59 of casing 1 and having the end of its armature shaft 60 provided with a threaded portion 6l engaging a correspondingly internally threaded clutch member 62 normally held out of engagement with a complementary clutch through a suitable connecting member 83.

'other end of arm 18 is shown as pivoted by suit- `xed pole piece a upon the occurrence of a similar movement of the core piece 15 in a response to the magnetic pull exerted by the coil 13 upon energization thereof by the means to be describedl The members 15 and 16 being keyed one to the other, as shown at 11, energization of coil 12 will cause a reverse movement of plunger rod 14, toward pole piece 16a.

Means are provided for transmitting a longitudinal movement of the plunger rod 14 to the shaft 5U and member 36 to produce engagement between the latter member and the engine member 38. As shown in Figs. 1 and 2 such means preferably includes a rocker arm 18 adapted to swing about a fulcrum or fixed pivot member 19 mounted upon the member 16, the arm 18 connecting at one end with the plunger 14 The able means to an adjustable link 8l which in turn is connected by suitable lost motion pivot means to one end of a bell crank member 82, the central portion of which is secured to the upper end of a rod 84 which extends vertically through the upper wall of casing 5 in which it is guided by a suitable boss or hub 86, the lower end of the rod being provided with a shifting fork 81 adapt- 'ed to receive a pin 88 extending through a suitable opening in shaft 56.

From the foregoing it will be apparent that the connecting members just referred to Will transmit the longitudinal displacement of the Vplunger rod 14 to the shaft 50 to cause a corresponding displacement thereof, whereupon the driving member 36 is resiliently urged into driving engagement with the jaw 31. A manually operable rod 82 may be linked to the bell crank 82 as indicated in Fig. 2, to permit actuation of the engaging means by hand when desired.

Referring furtherI to the means associatedl with the plunger rod 14, it is desired to provide means normally tending to maintain ythe rod v50 in the position shown in Fig.v 1, in which position the member 36 is out of engagement with the member 31. As shown, such means comprises preferably a coiled spring 96 mounted and movablerinto contact with the stationary contact members indicated at 96 and 91 and connected to the terminal pests 96 and 99 respectively, constituting terminals for the conductors and IOI, the latter leading to the post |02 of motor 59 and the former being connected to a suitable source of current, represented at |03 in Fig. 3.

From the foregoing it will be evident that a displacement of the member 14 to the left (on the actuation of means to be described) as viewed in Fig. 1 will produce a corresponding movement of the member 95 into engagement with the contacts 96 and 91, thereby closing a circuit to energize the motor 59, the circuit being traceable in Fig. 3 along a path starting from the source |03 and passing by way of conductors |04 and |00 to terminals 98 and 99, thence by way of conductor |0I to the windings of motor 59 and thence to the ground by way of conductor |05. The lost motion between link 8| and crank 82 is so arranged that crank 82 will not be moved when member 14 moves from its neutral position to the left (Figs. 1 and 2) to cause engagement of contacts 95, 96 and 91, whereas upon movement of member 14 to the right the lost motion will be taken up and crank 82 will be rotated to cause engagement of clutch 36, 31.

The means for controlling the alternate energization of coils 12 and 13 preferably comprises a switch structure designated generally by the reference character |09 and including two sets of stationary contact members shown at ||0, |II, I|2, and II3, the former two being adapted to be bridged by the collar II of suitable conducting material and the latter two being adapted to be bridged by the collar II6, the circuits through the said members being normally open by reason of engagement with the insulated portions II1 and II8, respectively, the members I I1 and II8 being normally held in the positions indicated by the actions of springs I|9 and |20. Although the actuating rod 23| of the switch extends loosely through the contact assemblies II5-I I8 and II6| I1, longitudinal movement of the said actuating rod 23| nevertheless causes a corresponding longitudinal movement of either the contact assembly 5|| 8 or the contact assembly ||6|I1, depending upon the direction of motion. This is accomplished by reason of the interposition of thrust elements 233 and 234 (shown best in Fig. 3), loosely mounted on rod 23|, but having anges which abut a transversely disposed pin' 232 passing through the rod 23| and shiftable therewith. At their outer ends the thrust elements 233 and 234 abut the contact assemblies |I6| I1 and II5-I I8 respectively, wherefore movement of the pin 232 to the left causes shifting of contact assembly |I6-I I1 to the left through the4 agency of the thrust element 233; and, of course, the thrust element 234 will produce a corresponding shifting of the contact assembly I |5| I 8 to the right in response to a rightward movement of the rod and pin 23| and 2,32; the movement in each direction being limited by the stop plates 236 and 231 constituting stationary elements of the supporting housing.

With the foregoing in mind, it will be apparent that upon movement of the operating member |22 to the right as viewed in Fig. l engagement will be eiected between the members I I5, I I0 and III, thereby closing a circuit to the end coil 12, the circuit passing from the source |03 vby way of conductors |04, |00 and |2| to the coil 12, then by way of conductor |24 to the terminal |25, contact III, collar |I5, contact IIO, terminal post |25 and thence by conductor |21 to the ground.

Energization of the coil 12 which is thus produced operates to displace the plunger 14 to the `left as viewed in Fig. 1 thereby causing the member 95 to bridge the contacts 96 and 91. This in turn closes the circuit to the motor 59 previouly traced. The resulting rotation of the armature shaft 60 of the motor causes the clutch member 62 to rotate and move forward into engagement with the complementary member to drive the iiywheel I2, the rotation of the ywheel being transmitted through the train of reduction gearing above described to barrel 26 and, through the friction disc 29, to the shaft 46 and member 36.

As soon as the flywheel has reached the desired speed the member |22 is again manually actuated, being pushed to the left to cause a bridging of the contacts |22 and I|3 by the member I|6. At the same time, this movement withdraws the member I I5 from the contacts I I0 and |II, This withdrawal operates to break the circuit to the coil 12 which in turn permits the spring to force the contact maker 95 out of engagement with the contacts 96 and 91 thereby interrupting the circuit to the motor 59 and deenergizing the said motor. At the same time the engagement of collar |I6 with the members I|2 and II3 operates to close a circuit to the coil 13. this circuit being traceable in Fig. 3 along a path leading from the source |03 by way of conductors |04 and |29 to the contacts II2, |I6 and I I3, thence by way of conductor |30 to the winding of coils 13, from which point the circuit returns to the ground by Way of conductor I3I. This energization of the coil 13 serves to draw the plunger 14, to the right thereby actuating the rod 50 and moving the jaw 36 into driving engagement with the jaw 31 in the manner above explained.

The complete assembly, as shown in Fig. l, preferably includes a circuit interrupting de- Vice commonly known as a Vibrator, and the means for actuating the said Vibrator coincidently with the energization of solenoid 13. Such vibrator is shown in Fig. 1 as mounted on a suitably supported casing |50, containing a core or plunger I5I adapted to be actuated by the creation of magnetic forces in the coil |52, such coil consisting of the usual primary and secondary windings; the construction being such that upon each interruption of the circuit at the contacts |56 and |51, the resulting breakdown of the magnetic field of the primary Winding of coil |52 causes the passage by induction of a relatively high potential current through the secondary Winding of coil |52, thereby creating a jump-over spark at the ignition points in the engine.

Various changes may be made in the construction, arrangement and inter-relation of the parts constituting the invention without departing from the spirit thereof, it being understood that although only one embodiment of the invention has been illustrated the same is not limited to the form shown. Reference will therefore be had to the appended claim for a definition of the limits of the invention.

This application is a division of copending application No. 4,716 led February 2, 1935, which is, in turn, a division of application No.

clutch elements with the other, to cause both to rotate with said motor, and means including a switch element carried by said solenoid plunger for conducting current to said motor to cause rotation thereof prior to engagementl of said clutch elements.

RAYMOND P. LANSING. 

